Pneumatic train control



Se pt.'7, 19 26 1,598,758 "r. w. VARLEY T AL PNEUMATIC TRAIN CONTROLOriginal Filed Jan; 30, 1919 2 Sh eets -Sheet '1' ATTORNEY Sept. 7,1926.1,598,758

T. VARLEY ET AL PNEUMATIC TRAIN CONTROL Original Filed Jan. 50, 1919 2Sheets-Sheet 2 Patented Sept. .7, 1926.

UNITED STATES 1,598,758 PATENT OFFICE.

THOMAS W. VARLEY WILLIAM C. NEILN, OF NEW YORK, N. Y., ASSIGNORS '10GENERAL RAILWAY SIGNAL COMPANY, OF ROCHESTER, NEW YORK, A CORPORA- monor new Yong PNEUMATIC TRAIN CbNTBOL.

Application filed January 30, 1919, Serial No. 273,959. Renewed February8, 1926.

This invention relates to train control systems wherein the train orvehicle in the absence of clear conditions is compelled to be sloweddown to a redetermined maximum speed or stop. uitablesignals may also beincluded in the equi ment to indicate existing conditions to the riverof the vehicle.

The present invention is an improvement upon that of our applicationSerial N o. 1 14,- 836, filed January 27th, 1917, now Patent No.1,397,024, dated Nov. 15, 1921, the control devices in the present casebeing oper-- ated by fluid pressure controlled by instrumentsdistributed along the right of way or track.

Other and ancillary objects of the invention will appear hereinafter.

In the accompanying drawings which illustrate the invention Figure 1 isa diagrammatic view showing the arrangement of pneumatically operatedapparatus upon the vehicle and its relation to the track instruments;

Fig. 2 is a section; on the line 9r-2 of Fig. 1;

F 3 is a diagrammatic view showing the arrangement of track magnets andcircuits; and r Fig. i is a diagrammatic view of track magnets andcircuits as applied to th'econtrol of the speed of the vehicle on acurve.

Referring to the drawings, and first to Fig. 1, a track instrument isindicated as comprising an iron yoke 1 energized by means of an electriccoil 2 controlled according to track conditions as will be hereinaftermore fully referred to. Arranged upon the vehicle is a magnetic yokecomprising horns 3 and t between which is an air gap 5 and magnetizablemembers connected with each of these horns have plates 6 and 7 adaptedto be presented to, and spaced away by an air gap from, plates 8 and 9on the track instrument. Bridging the gap 5 is a magnetic member 10which is biased by its inherent spring to a position away from the horns3 and. 4, against a back stop 11, while a forward sto 12 prevents themember 10 from being d i'awn so closely against the horns 3 and 4 as tofreeze thereto. \Vhen the coil 2 of the track instrument is energized,and the vehicle is so positioned that the plates 6 and 7 are passingover the plates 8 and 9, the magnetic circuit of the yoke 1 will becompleted through the horns 3 and 4 and the member 10. This will resultin the attraction of the member 10 and a drawing down of the piston 13in the cylinder 14. Normally the piston is elevated independently of themember 10, the rod 15 sliding in a hole in the member 10 and having aknob at its bottom for engaging the member 10 to draw the pistondownwardly. l'Vithin the piston 13 are two ports or passages 16 and 17,the passage 16 being normally out of register with the pipes 18 and 19and the passage 17 being normally out of register with the pipes and 21.WVhen, however, the piston is drawn downwardly by the member 10 asbefore referred to, the port 16 will connect the pipes 18 and 19 and theport 17 will connect the pipes 20 and 21. The pipes 18 and 20iareconnected by a common pipe 22 with a low pressurereservoir 23 ofcompressed air, the reservoir 23 receiving its supply from a reservoir 2L through a'suitable reducing valve 25. The reservoir 24 may be directlyconnected with the fluid supply for operating the air brakes. --On theother hand the pipe 19 leads to the lower portion of a cylinder 26,while the pipe 21 leads to a cylinder 27. iVhen, therefore,

thevehicle passes over an energized track instrument, compressed airwill be admitted to the cylinder 26 beneath its piston 28. This pistonwill be forced upwardly until it uncovers the port 29 communicating withthe pipe 30 leading to the cylinder 14. It will therefore. be seen thatthe piston 28 always moves upwardly the same distance and thereforeincludes the same cubic contents in the cylinder beneath it so that afixed amount of air is taken into the cylinder at each upward movementof the piston. The piston 13 has secured to it, but spaced from it, asecond piston 31. iVith the pistons in the elevated positions, as shownin the drawings, the port through which the pipe 30 The piston 28however, will rise until its rod 89 comes against a stop as when itcomes against the pistons 48 and 49 when both are at the upward limit oftheir movement in the cylinder 27. CoTmiTniGating with the lower end ofthe cylinder 26 is a pipe 33- which communicates through a suitablerotating or measuring valve 84 with the exhaust 85 to the atmosphere.The rotating valve 34 is mounted on the axle 36 of the vehicle, one ofthe wheels as 37 resting upon the track 38. It will be apparent that agiven amount of compressed air will be exhausted from the cylinder 26 bya certain number of revolutions oiv the valve 84 and the revolution ofthe valve bearing a fixed relation to the revolution of the vehiclewheel 37, the vehicle will have to travel a certain distance in order toexhaust the compressed air from the cylinder 26. It follows therefore,that the exhaustion of the air from the cylinder 26 is proportional tothe distance traveled by t e vehicle and consequently the piston 28 willoccupy a position in the cylinder according to the distance of thevehicle from a given point. As we have seen, the action is initiated bythe passing of the vehicle instrument over the track instrument andconsequently the piston 28 occupies a position proportional to thedisstance which the vehicle has traveled from an energized trackinstrument. As the piston 28 rises itpushes up the rack-rod 39 againstthe tension of the spring 40. The rack of the rod meshes with the gear41 fixed to the sleeve 42. Fixed upon the sleeve 42 is a pointer 48adapted to move over the scale 44. iVhen the piston 28 is forcedupwardly the pointer 48 is moved into its initial or zero position andas the piston 28 drops with the distance traveled by the vehicle, thepointer 48 will move over the scale 44 so as to indicate the distancetraveled by the vehicle.

The rising of the rack 39 and the rod 45 connected thereto, alsoperforms another operation as will now be described. The rod carries aknob 46 slidable in a recess 47 in the piston 48 which is slidable inthe hollow piston 49 which in turn slides in the cylinder 27. \Vhen therod 45 is pushed to its uppermost position as shown in the drawings, thepistons 48 and 49 are pushed to their upper positions in the cylinder 27by reason or the head 46 coming against the upper end of the recess 47.As the rod 45 drops with the piston 28, the head 46 will move for ashort distance while the pistons 48 and 49 remain in their upperpositions. When, however, the head 46 comes against the bottom of therecess 47, it will carry along with it the piston 48. After a smallmovement of the piston 48, the port 51 in that piston, will connect thetwo ports 52 and 53 in the cylinder 49, these ports 52 and in theuppermost position of the piston 49 as shown, being in registry with theports 54 and in the cylinder .27. When, therefore, the head 46- in itsdownward movement, causes the port 51 to connect the ports 52- and 53,the piston 49 remaining at the uppermost portion of its movement, theports and 58 are in registry with the ports 54 and 55 so that, the ports52 and being placed in communication as described, the pipes 56 and 21,connecting with the ports 54 and are placed in communication.Consequently when these ports 52 and are in communication and the piston13 is in its lowermost position as before referred to, so that the pipeis connected with the pipe 21 by the pas age 17 in the piston 13, thepipe 56 will be placed in communication with the compressed airreservoir The pipe 56 communicates with the cylinder 57 at a pointbetween the pistons 58 and 59 and, the piston 58 being of larger areathan the piston 59, the compressed air admitted into the space betweenthe pistons forces them upwardly against the pressure of the spring (50.The piston 58 is provided with a vent 144 to permit the escape of air tothe atmosphere so that the piston may move downwardly when the supply ofcompressed air is cut oli", while when this air is applied beneath thepiston it will be raised. In their uppermost positions the port (51 inthe piston 59 connects the pipe 6'1 leading to the Compressed airreservoir 223 into communi cation with the pipe 63 leading to the bottomof the cylinder (54. The air pressure. .thus applied beneath the piston65 forces it upwardly. and with it the rack-rod 66 engaging with thepinion (57. The piston 65 is provided with a rent 145 which permits theescape ofthe compressed air to the at-. mosphere so that when the supplyof compressed air cut oil from beneath the piston it will descend underthe weight of itself and its carried parts, the vent being so pro- 1portioned, however, that when the source of compressed air is incommunication with the under side. of the piston, sullicient pressurewill be accumulated to cause the piston to rise. The rising of therack-rod (36 turns the pinion GT and with it the sleeve 68 to which isalso fixed the stop arm (39. The relation oi? the rack-rod and pinion(56 and (ST is such that when the piston 65 rises as described, the arm(39 is turned to its zero position, that is. the right hand limit of itsmovement. The arm 69 is pushed to the left by means of a pin 70 upon thedistance arm 48 which extends into engagement with the arm 69. It willnow appear that a depressionof the piston 13 due to the passage of theplates 6 and 7 over an energized track magnet will cause the piston 28to be moved to its upward limitof movement and in lifting the rack 39will crease of speed.

cause of the lost motion connection between. hen, however, it

it and the piston 48. engages the lower end of the recess in thatpiston, the piston will be moved with it so that the port 51 will bebrought into registry with the ports 52 and 53. The object of the lostmotion connection between the rod 45* and the piston 48 is to bring theports 52 and 53 into registry in the first part of the travel of the rod45 for reasons as will be pointed out later. With the ports and 53connected as described, if the piston 13 is drawn downwardly by theplates 6 and 7 passing over arrenergized track instrument, the stop armis restored to zero as before referred to. It thus appears that with thedrawing down of the piston 13, the distance arm 43 is restored to zeroand if another magnet in the track which is placeda predetermineddistance from the magnet which has just acted to restore the distancehand, is energized at the instant the pipes 21 and 56 are connected asdescribed, then the stop arm 69 will also be restored to zero. If,however, there is not such a succeeding magnet s0 energized, the fluidpressure will be cut off at the pipe 20, the piston 48 will continue itsdownward course, and coming against the lower end of the piston 49 willmove that piston downwardly, thus moving the ports 52 and in that pistonout of registry with the ports 54 and 55. The pistons 48 and 49 willthen continue their downward course with the piston 28 and anysubsequent depression of the piston 13 by at traction of the armature 10will not operate to allcct'the stop arm. Such subsequent energizationwill, however, act to elevate the piston 28 and restore the distancehand. In restoring the distance hand the pistons 48 and 49 will bepushed upwardly, but the port 51 will be thrown out of registry with theports 52 and so that there can be no eomnuinication between the pipes 21and 56 in this movement.

\Vithin the sleeves 42 and '68 turns a sleeve 71 having fixed upon it apinion 72 engaging with a rack 7 3 tending to be forced downwardly by aspring 74. Se-

cured to the shaft 71 is a speed indicating hand 7 which moves to theright with in- The rack 73 is connected at its lower end with a piston75 sliding in the cylinder 76. An exhaust pipe 77 communicates with thelower end of the cylinder 76 and through a rotating valve on the vehicleaxle, this valve 78 being similar to the valve 34, with an exhaust pipe.79

opening into the atmosphere. Also connecting with the lower end of. thecylinder 7 6 is a pipe 80 leading to a receptacle 8i which. is fed withcompressed air at a predetermined rate,through the nozzle of orifice 82from the reservoir 23. 7 It will be apparent thatvsince the chamber 81is fed at a predetermined rate, its pressure, and consequently thepressure within the cylinder 7 6, will depend upon the rate at which theair is exhausted from this receptacle. Since the valve 7 8 is fixed tothe axle of the vehicle, the rate of exhaustion will be proportional tothe speel of the vehicle, conse quently the pressure in the cylinder 76will be proportional to the vehicle speed, the position of the piston 75will therefore correspond to the vehicle speed and this. piston beingconnected as before described with the hand 75, that hand will take up aposition in accordance with the speed of the vehicle. The s eed -may.therefore, be'noted by observing t e position of the hand 75 upon ascale '82 which may be calibrated in miles per hour. 2

lVithin the sleeve 71 is a stationary shaft 86 wherein is out a port 83which is in communication with the train line or the air brake system ofthe vehicle as by means of a pipe 84 (see Fig. 2). e

In the sleeve 71 is a port 84-, this sleeve being the one uponwhich thespeed hand 75 is mounted and the port 83 is so proportioned that theport 84 is always in communication with it. In the sleeve 68 upon whichthe stop hand is mounted is cut a port 85 which communicates with theatmosphere.

port 83 will be connected with the atmosphere and, the last mentionedport being connected with the air brake system, the registry of theports 84 and 85 will cause the brakes to be applied, it being wellunderstood how air brakes are applied by causing the exhaust of the airpressure. The stop hand 69 and the speed hand 75 are so placed on theirrespective sleeves, that when they are together (or one over the other)the ports 84 and 85 will be in registry. W'henever, therefore, the speedhand which occupies its position according to the speed of the vehicle,is in registry with the stop hand ('39, the brakes will be applied. The

stop hand will take up its variouspositions according to ditlerentconditions as will be hereinafter re t'errcd to. The distance handserves to operate the stop arm through the instrumentality ot the pin 70and both the distance hand and stop arm are restored to their initial orzero positions undercond -tions which. can be best set forth in tracingthe operation of the apparatus as the vehicle passes along a track.

In Fig. 3 is shown a straight stretch of railway track wherein the rails88 and It will now appear that when the ports 84 and 85 are in registry,the

lit)

are insulated into blo cl'r sections by means of the sections ofinsulation and 91, 02 and 93, 9t and 05 and 96 and 97. As is customaryin block signal work, track magnets 98, 99, 100 and 101 are connectedacross the track rails near the ends of the respective circuits, whilebatteries 102, 103. 10. and 105 are respectively connected across therails at the other ends of the circuits. When a vehicle, as isrepresented in this figure at 106, is in a. block, it connects the railsby a short circuit thereby depriving the track magnet oi that section ofcurrent.

Mounted in the road bed between the rails, each block section has threemagnets, thus the block between the insulated sections 90 and 92, hasthe electro-n'iagnets 107 and 108 and .the permanent magnet 109. Each ofthese magnets may be of the form of the track instrument shown in Fig. 1so as to co-operate with the magnetic instrument on the vehicle of whichplates (3 and T are the pole pieces. As shown, the coils of theelectro-magnets 107 and 108 are connected in series with each other andwith a suitable source of current such as a dynamo 110, through thecontacts of the track magnet 99, the circuit of these magnets beingclosed when the track magnet is energized. Similarly the next block tothe right is provided with electro-magnets 111 and 112 and permanentmagnet 113, and a dynamo 114:, while the block still further to theright is similarly provided with electro-magnets 115 and 116 and apermanent magnet 11? and a dynamo'llS and so a uniform equipment of theblocks may be carried on indefinitely.

To trace the operation of the apparatus on the vehicle as it passesalong the track as just described, as the magnetic instrument on thevehicle of Fig. 1 passes the electromagnet 119, that magnet is energizedbecause the succeeding block is empty and consequently the track magnet98 is energized and holds its contacts closed. The piston 13 willtherefore be depressed, and the piston 28 elevated. This operates torestore the distance arm 13 to its Zero position and also throws theknob 10 and the pistons 18 and -19 to their uppermost position. Thevehicle then passes on, the piston 28 meanwhile dropping according tothe distance traveled by the vehicle. hen the vehicle has traveled acertain distance, the various ports w ll be in such relation, as beforedescribed, that the pipe 21 will be in communication with the interiorof the cylinder 57. If at this instant the magnetic structure on thevehicle comes within the influence of a magnet in the track so that thepiston 13 is depressed, pressure will be supplied to the cylinder 57 sothat the stop arm will be reset to its zero position, the piston 28being also again forced up, distance arm 13 is again set back to zeroand the piston 13 restored to its uppermost position as the port 29 isuncovered. The permanent magnet 120 is set in the trackway at the endingof a block and the magnet 119 is at such a distance preceding it thatthe depression of the piston 13 will occur at the proper moment tore-set the stop hand. This occurs at the ending of the block, therebeing no vehicle in the next block. In starting on this next block,therefore, both the distance and stop arm start trom zero. The distancearm 43 moves in unison with the piston as it descends, and at a certainpoint in its travel'engages the stop arm and pushes it toward the left(see Fig. 1). 'e have already seen that in order to effect. anapplication of the brakes, the speed arm 75 and the stop arm 69 must bein registry. Thezero or initial position of the stop arm is thatcorresponding to the maximum running speed of the train desired as,say,eighty miles per hour. This speed can then not be exceeded as thespeed and stop arms will come into registry at this point. The engineeror motorman can readily see the stop and speed arms and by suitableregulation of the speed keep it within such limits that the speed armwhich moves to the right with increase of speed will not come intoregistry with the stop arm.

As the veh cle moves from the beginning of the block between theinsulated sections 90 and 92 and the distance arm is moved to the leftstarting from its zero position at the beginning of the block, the stoparm being moved only by the distance hand, the engineer is practicallyunlimited (within the maximum speed setting of the stop arm) in thespeed which he may employ. As the vehicle progresses along the track,however, the stop arm is picked up and moved further and further towardthe left so that the speed which may be employed without bringing thestop and speed arms into registry and applying the brakes, becomes lessand less. The engineer must observe these conditions and hold his speedaccordingly. At a certain distance from the ending of the block and fromthe magnets 119 and 120, the electro-lnagnetic device 107 upon thetrack, will operate to restore the distance arm to its zero position.The stop arm will, however, be left in a certain position depending uponthe distance traveled by the vehicle from the beginning of the block orfrom the magnet 120, in other words, depending upon the distance of themagnet 10? from the magnet 120. The position at which the stop arm isleft therefore, may be made any that is desired by suitably spacing themagnet 107 along the track from the magnet 120. The stop arm having beenleft in this position, the engineer must see to it that the speed of hisvehicle does not become eat enough to bring the speed arm 75 in registrywith the sto arm 69. Otherwise the brakes will be app ied. This arranement therefore affords a means, first o? roviding a gradual decreasingl mit of speed during the first portion of the block and then a fixedlimit for the remainder of the block.

As the vehicle then progresses beyond the magnet 107, the stoparmremains in the position to which it has been pushed, be cause, aswill be seen, there is no other magnet suitably spaced from the magnet107 to give the impulse at the right moment to restore the sto arm. Whenthe magnetic yoke on the ve iicle reaches the electro-magnet 108, thepiston 13 is again depressed, again resetting the distance arm to itszero position, and on passing further along it will encounter thepermanent magnet 109 at the end of the block. As will be seen, thepermanent magnet has spaced from it the magnet 108 by the same distancethat the magnet 119 is spaced from the permanent magnet 120. Conseuently the piston 13 will be depressed at t e right moment to restorethe stop arm and-the stop and distance arms will start from their zeropositions at the beginning of. the next block, that is, the blockbetween the insulating sections 92 and As the vehicle progresses to theright (see Fig. 3), the distance arm moves to the left (Fig. 1) andafter a certain distance has been traversed the vehicle will pass overthe electrounagnet 111. On account, however, of the fact that'the nextblock (between the insulation sections 94 and 96) has a vehicle in it,the track magnet 100 is de-energized so that the circuit of the magnet111 will produce no effect whatever u on the apparatus on the vehicleand there ore the distance hand, carrying with it the stop hand, willcontinue its movement and the speed of the vehicle must be kept below alimit which becomes less and less as the vehicle progresses. By the timethe magnetic yoke on the vehicle arrives at-the elec tro-magnet 112, thedistance and stop arms will be well over to the left hand side of thescale (Fig. 1) so that the speed of the vehicle must be maintained vylow in order to keep the speed hand out of the way of the stop arm.Then as the vehicle still progresses, if it reaches the permanent magnet113 without stopping the vehicle, distance arm 43 will be re-set to itszero position, but the stop arm will be left so far over at the lefthandside of the scale (Fig. 1) that. the vehicle can progress only at avery slow speed and at this speed can enter the block containing thevehicle 106. If, however. it is desired to absolutely prevent thevehicle from entering the block containing the vehicle 106, thepermanent magnet 113 would be omitted when the stop hand would certainlybe carried over into registry with the speed hand and the brakes wouldbe a plied. In this Way the train may be control ed as to its speed andstoppage in. the blocks, and accordin to track conditions, throughout aninde nite number of blocks.

The space 32 in the cylinder 14 will be vented through the pipe 30 andport 29 to the atmosphere when the piston 28 has passed below that port,13 being depressed.

A'valve 146 is provided'whereby' a connection may be formed at will bythe engineer, between the pressure supply pipe 22, and the pipe 19leading to the distance hand controlling cylinder 26. By this means isprovided whereby the engineer may if 00- casion arises, restore thedistance hand and so prevent the stop arm from being moved into aposition of lower speed or stop.

In Fig. 4 is shown an arrangement whereby the speed of the vehicle maybe regulated, for instance, in slowing up the s eed at which it may passaround a curve. 11 F ig. 4 is shown a track extending around a curve anddivided into blocks by lnsulation dividing the track into sections as isapparent. Thus in the respective blocks are shown track magnets 121,122, 123, and 124 and having at their ends furthest from these magnets,the batteries 125, 126 and 127. In the block at the left hand end of thefigure is shown a circuit including the contacts of the magnet 122, adynamo 128 and the electromagnets 129 and 130, the coils of the magnets129' and 130 being connected in series. Also the block contains aermanent magnet 131. At the beginnin o the'block or ust at the end ofthe preceding block are electromagnet 132 and a permanent magnet 133arranged as the magnets 129 and 131. The arrangement thus far is thesame as that indicated in the blocks of Fig. 3. Consequently the vehicleon entering the block between the insulation sections 134 and 135 on theone hand'and 136 and 137 on the other, will, at the beginning of theblock, have its stop .and distance arms in their initial positions. Asthe vehicle pro essesalong this block the distance arm wil move towardthe left (Fig. 1) as before described, until the vehicle apparatus isoperated upon by the electromagnet 138. It will be noted that thismagnet 138 is much further from the beginning of the block than themagnet 130 is from the beginning of its block, consequently the distanceand stop arms will have moved a greater distance to the left (Fig. 1)and when the distance arm is reset by the action of the magnet 138, thestop arm will be set for a much lower stopping speed and consequentlythe engineer will be held to a lower running speed. The vehicle thenprogressing from the magnet 138, will pass over the permanent magnet 139at the only restore the distance arm, leaving the stop arm at itssetting as just referred to. Consequently the vehicle will enter theblock to the right oi the insulation sections 136 and 137 at thisenforced low speed and will consequently enter upon the curve in thatblock at such low speed. In the block last referred to is anelectro-magnet'110 in series with another electro-magnet 1&1 in thecircuit of the dynamo 142 and the contacts of the track magnet 12st. Themagnet 140 is spaced from the beginning of its block by the samedistance that the magnet 138 is spaced from the beginning or" its blockso that when the distance arm, which was reset at the beginning of theblock, is resetby the magnet 14-0, the stop arm retaining its settingwhile the vehicle is passing around the curve in this block. Near theend of this block the permanent magnet 143 is placed, and adjacentthereto and spaced therefrom by a suitable distance to effect theresetting of both the distance and stop arms as the vehicle passes overthem, is the electromagnet 14:1. The vehicle will thus enter into thenext block, provided it is clear, with both the stop and distance armsat zero when they will operate as described in connection with thestraight stretch of track of Fig. 3 or the left hand block of Fig. at.It danger conditions exist in any of the blocks of: Fig. 4. it will beapparent that the track relay of that block will be dropped and, thisbeing the case, there will be no resetting of the distance arm in thepreceding block and the movement of the distance and speed arms willcontinue either to stoppage or a predetermined low speed of the train asbefore referred to.

While the invention has been illustrated in what are considered its bestapplications it may'have other embodiments without departing from itsspirit and is not therefore, limited to the structures shown in thedrawings.

What we claim is 1. The combination with a vehicle movable along a rightof way, of brakes for the vehicle and means for operating the same, asettable device for controlling said brake operating means, fluidressure operated means controlled by the distance traveled by thevehicle for operating said device, the

last mentioned means having an initial pos1-- tion and means forrestoring the last mentioned means to said initial positionindependently of said settable device.

2. The combination with a. vehicle movable along a right of way, ofbrakes for the vehicle and means for operating the same, a settabledevice for controlling said brake operating means, fluid pressureoperated means controlled by the distance traveled by the vehicle foroperating said device, the last mentioned means having an initialposition, means for restoring the last mentioned 'means to said initialposition independently controlled the distance traveled by the vehiclefor operating said device, the last mentioned means having an initialposition, means for restoring the last mentioned means to said initialposition independently of said settable device and means operated byfluid pressure according to the speed of the vehicle, the said settabledevice and speed controlled means jointly controlling said brakeoperating means.

i. The combination with a vehicle movable along a right of way, ofbrakes :tor the vehicle and means for operating the same, a settabledevice for controlling said brake operating means, fluid pressureoperated means controlled by the distance traveled by the vehicle foroperating said device, the last mentioned means having an initialposition, means for restoring the vlast mentioned means to said initialposi tion independently of said settable device, means operated by fluidpressure according to the speed of the vehicle for controlling saidbrake operating means, the last mentioned fluid pressure operated meansand said settable device jointly controlling said brake operating meansand instruments along said right of way and means for controlling thesetting of said device by the spacing of said instrun'ients along saidway.

5. The combination with a vehicle movable along a right of way, ofbrakes for the vehicle and means for operating the same, a settabledevice for controlling said brake operating means, fluid pressureoperated means controlled by the distance traveled by the vehicle foroperating said device, and fluid pressure operated means for restoringboth said settable device and said fluid pressure operated means totheir initial position.

6; The combination with a vehicle mow able along a right of way, ofbrakes tor the vehicle and means for operating the same, a settabledevice for controlling said brake operating means, fluid pressureoperated means controlled by the distance traveled by the vehicle foroperating said device, and fluid pressure operated means for restoringboth said settable device and said fluid pressure operated means totheir isntial position, said settable device and said fluid pressureoperated means being restored independently.

7. The combination with a vehicle movable along a right of way, ofbrakes for the vehicle and means for operating the same, a settabledevice for controlling said brake operating means, fluid pressureoperated means controlled by the distance traveled by the vehicle foroperating said device, fluid pressure operated means for restoring saidsettable device and the aforesaid fluid pressure operated means, andinstruments along said right of way, the restoring of said settabledevice being controlled by one spacing ofsaid instrunients and therestoring of said fluid pressure op erated means controlled by thedistance traveled by the vehicle being controlled by a dilferent spacingof said instrum'ei'its.

8. The combination with a vehicle "movable along a right of way, ofbrakes for the vehicle and means for operating the same, a settabledevice for controllingsaid brake operating means, fluid pressureoperated means controlled by the distance traveled by the vehicle foroperating said device, the last mentioned means having an initialposition, fluid pressure operated means for restoring both said settabledevice and said fluid pressure operated means to their initialpositions, means operated by fluid pressure according to the .speed ofthe vehicle for controlling said brake operating means, the lastmentioned fluid pressure 0perated means and said settable device'jointly controlling said brake operating means.

9. The combination with a vehicle movable alon a right of way, of brakesfor the vehicTe and means for operating the same, a 'settable device forcontrolling said brake operating means, fluid pressure operated meanscontrolled -by the distance traveled by the vehicle for operatin saiddevice, the last mentioned means having an initial position, fluidpressure operated means for restoring both said settable de vice andsaid fluid pressure operated means to their initial positions, saidsettable de vice and said fluid pressure operated means being restoredindependently, means operated by fluid pressure according to the speedof the vehicle ior controlling said brake operating means, the lastmentioned fluid pressure operated means and said settable device jointlycontrolling said brake operating means.

10. The combination with a vehicle movable along a right of way, ofmeans for,

of said settable device, instruments along said right of way and meansfor controlling the setting of said settable device by the spacing ofsaid instrumentslalong said right of way.

. 11. The combination with a vehicle movable along' a right of way, ofbrakes for the vehicle and means for operating the same, means operatedby fluid pressure for controlling said brake operating means, meanscontrolled by the distance traveled by the vehicle along said right ofway independently of the time of travel for controlling said fluidpressure operated means, instruments distributed along said right of wayand a magnetic device on said vehicle controlling said fluid pressureand operated inductively by said instruments as the vehicle passes alongthe right of way 12. The combination with a vehicle movable alonga rightof way, of brakes for the vehicle and means for operating the same,means operated by fluid pressure for controlling said brake operatingmeans, means controlled by the distance traveled by the vehicle alongsaid right of way inde pendently of the time of travel for controllingsaid fluid pressure operated means, instruments along said right of wayhaving their condition governed by conditions along saidright of way, amagnetic device on the vehicle controlling said fluid pressure andhaving its operation inductively governed by said instruments accordingto the conditions imposed upon them by the conditions along the right ofway. i

13. The combination with a vehicle movable along a right of way, ofbrakes for the vehicle and means for operating the same,

a settable device for controlling said brake o eratin means fluidressure o erated' g a P means controlled by the distance traveled by thevehicle for operating said device, the

last mentioned means having an initial poable along a right of way, ofbrakes for the vehicle and means for operating the same, a settabledevice for controlling, said brake operating means, fluid ressureoperated means controlled by the distance traveled by the vehicle foroperating said device, the last mentioned means'having an initialposition, means for restoring the last mentioned means to said initialosition independently of said settable evice, means operatedby fluidpressure according to the speed of the vehicle for controlling saidbrake operating means, the last mentioned fluid pressure operated meansand said settable device jointly controlling said brake operating meansand magnetic instruments along said right of way and means forcontrolling the setting of said device by the spacing of saidinstruments along said way.

15. The combination with a vehicle movable along a right of way, ofbrakes for the vehicle and means for operating the same, a settabledevice for controlling said brake operating means, fluid pressureoperated means controlled by the distance traveled by the vehicle foroperating said device, fluid pressure operated means for restorinrrsaidsettable device and the aforesaid fluid pressure operated means, andmagnetic instruments'along said right of way, the restoring of saidsettable device being controlled by one spacing of said instruments andthe restoring of said fluid pressure operated means controlled by thedistance traveled by the vehicle being con trolled by a differentspacing of said instruments.

16. The combination with a vehicle movable along a right of Way, ofmeans for controlling the movement of the vehicle and means foroperating the same, a settable device for controlling said vehiclecontrolling means, fluid pressure operated means'controlled by thedistance traveled by the vehicle for operating said device, the lastmentioned means having an initial position, means for restoring the lastmentioned means to said initial position independently of said settabledevice, magnetic instruments along said right of way and means forcontrolling the setting of said settable device by the spacing of saidinstruments along said right of way.

17. The combination with a vehicle movable along a right of way, ofbrakes for the vehicle and means for operating the same, a settabledevice for controlling said brake operating means, fluid pressureoperated means controlled by the distance traveled by the vehicle foroperating said device, the last mentioned means having an initialposition, means for restoring the last mentioned means to said initialposition independently of said settable device, instruments along saidright of way and means for controlling the setting of said settabledevice by the spacing of said instrumentsalong said way,

said settahle device being restored by a pre-' determined spacing ofsaid instruments and said fluid pressure operated means being variablyrestored by variable spacing of said instruments.

18. The combination with a vehicle movable along a right of way, ofbrakes for the vehicle and means for operating the same, a settabledevice for controlling said brake operating means, fluid pressureoperated means controlled by the distance traveled by the vehicle foroperating said dcice, the last mentioned means having an initialposition, means for restoring the last mentioned means to said initialposition independently of said settable device, means operated by fluidpressure according to the speed of the vehicle for controlling saidbrake operating means, the last mentioned fluid pressure operated meansand said settable device jointly controlling said brake operating meansand instruments along said right of way and means for controlling thesetting of said device by the spacing of said instruments along saidway, said settable device being restored by a predetermined spacing ofsaid instruments and said first mentioned fluid pressure operated meansbeing variably restored by a variable spacing of said instruments.

19. The combination with a vehicle movable along a right of way, ofbrakes tor the vehicle and means for operating the same, a receptacle onsaid vehicle, track instruments, means controlled by said trackinstruments for admitting a fixed amount of fluid to said receptacle,means for exhausting said fluid from said receptacle, proportionally tothe distance traveled by the vehicle, means for controlling the brakeoperating means and means for operating said brake controlling meansaccording to the fluid in said receptacle, a second receptacle on saidvehicle, means for supplying fluid under pressure to said secondreceptacle, means for exhausting the fluid from said second receptacleproportionally to the speed of the vehicleand brake controlling meanscontrolled by the pressure in said second receptacle, the two said brakecontrollin means operating jointly to control said brakes.

20. The combination with a vehicle of means for indicating the distancetraveled by the vehicle from a given point comprising a pneumaticcylinder, means for admitting a definite amount of air to said cylinder,and means controlled by the movement of the vehicle for exhausting theair from said cylinder and an indicator controlled by the amountof airin said cylinder.

21. The combination with a vehicle of 111 indicator thereon forindicating the distance traveled by the vehicle and comprising apneumatically operated means having an exhaust controlled according tothe distance traveled by the vehicle.

22. The combination with a vehicle, of an indicator thereon forindicating the distance traveled by the vehicle and comprising a)neumatically operated means adapted to have the amount of its containedair varied, including a chamber and means for controlling the amount ofair in said chamber according to the distance traveled by said vehicle,

23. In an automatic train control system, in combination with a vehicleair brake system, car-carried apparatus comprising a movable stop devicefor causing the operation of the vehicle brakes at increasinglyrestrictive speeds when moved from its initial position toward itsultimate position, a distance device, acting when moved from its initialposition to move said sto device toward its ultimate position, tra ccontrolled trackway impulse transmitting apparatus acting to restoresaid distance device to its initial position independently of said.

' sto device in response to a single impulse,

i stop device and a flui an to restore said stop device to its initialpos tion in response to two successive 1mpulses spaced by apredetermined distance interval.

24. In a train control system in combi-.

nation with a vehicle air brake system, carcarried apparatus com risinga movable pressure operated speed responsive device operating to cause abrake application'at increasingly restrictive speed limits if said stopdevice is' moved from its initial position to its ultimate position, afluid pressure operated distance device acting until restored to movesaid stop devicetoward its ultimate position, trackway means comprisingelectro-magnets controlled in accordance with trailic conditions aheadfor restoring said distance device, and further trackway meanscomprisinga trafiic controlled electro-magnet and a permanent magnet spaced apredetermined distance apart for restoringsaid stop device.

In testimony whereof I, THOMAS W. VARLEY, have signed this specificationthis 23rd day of January, 1919.

THOMAS W. VARLEY.

In testimon' whereof I, WILLIAM C. New have signed t is specificationthis 23rd day of January, 1919.

WILLIAM C. NEIN.

